Engine control mechanism



Aug 12, 1952 c, WALLACE 2,606,542

ENGINE CONTROL MECHANISM Filed April 50, 1948 2 SHEETS$HEET l 28 I. F n

a k a Ti /a ms 6. M44465,

IN VEN TOR.

Erma/5% T. C. WALLACE ENGINE CONTROL MECHANISM Aug. 12, 1952 2 SHEETSSHEET 2 Filed April 50, 1948 INVENTOR.

flaws 651 4441766,

Patented Aug. 12, 1952 UNITED STATES PATENT OFFICE ENGINE CONTROL MECHANISM Thomas Clarence Wallace, Ventura, Calif.

Application April 30, 1948, Serial No..24,40l

12 Claims.

My invention relates to a motor or engine control mechanism.

One of the principal objects of this invention is to provide a control mechanism for motors, and particularly for engines of various types, for stopping or checking the operation thereof, or for restricting the operation thereof to definite speed limits, either to a definite or predetermined high speed of the engine, low speed of the engine or failure'of the control mechanism, or in the occurrence of all of such events.

An important object of this invention is to provide a control mechanism for shutting down the motor or engine, in the event of the motor or engine attaining excessive speed, by rupturing the electrical system thereof.

An important object of this invention also is the provision of a control mechanism for engines whereby the fuel line to the engine is closed or regulated to prevent excessive or predetermined speed, or which causes failure of the fuel line in event of failure of the control mechanism.

A further important object of this invention is to provide a control mechanism of this class, which is relatively simple and economical of construction and operation, and which will not readily get out of order. I

With these and other objects in View, as will appear hereinafter, I have devised a control mechanism for motors having certain novel features-of'construction, combination, and arrangement of parts and portions, as will be hereinafter described in detail, and particularly set forth in the appended claims, reference being had to the accompanying drawings and to the characters of reference thereon, which form a part ofthis application, in which:

Fig: 1: isaschernatic view of my control mechanism as applied to an internal combustion engine for controlling the engine by the control of the ignition system thereof;

Fig. 2 is an enlarged sectional view thereof, showing my control unit in a preferred form, the section being taken through 2-2 of Fig. 3;

Fig. 3' is a sectiona1 elevational view thereof, takenthrough 3-3 of Fig. 2;

Fig. 4 is an enlarged sectional elevational view, showing a form of high pressure switch for controlling or regulating the high speed of the engine;

Fig. 5 is an enlarged sectional View showing one form of the low pressure switch for controlling theengine in theevent of failure of the control mechanism; and,

Fig. 6, is a, schematicview, showing, in one form, my control mechanism applied to the fuel control system of an internal combustion engine.

The principal control unit of my mechanism, as shown in Figs. 2 and 3, is enclosed in a housing consisting of housing membersl and 2-, the former being in the form of'a container, while the principal part of the latter fits within the former, one end of the latter forming a cover 2 which is secured over the upper open endofthe container one.

Within the housing member I is mounted. the pump, which is, in this instance, a gear pump consisting of meshing spur gearst and 4', one side of the gear housing 2 being connected at its lower side through a passage 2 to a reservoir-I below the housing member 2, and connected at its upper side through an upwardly directed passage 2 This passage 2 has near its upper end a transverse passage 2 having connected thereto passages 2 and 2 which extend through the upper or cover portion 2 of the housing member 2. These passages 2 and 2' are connected to or provide connections for a high pressure switch A and a low pressure switch B, respectively, as will be described hereinafter.

The high pressure side of the pump, through the passage 2*, is connected to the reservoir is surrounding the lower portion of the housin member 2 within the housing member I, one end of the passage 2? forming a by-pass with the reservoir I In thisend of the passage 2ispro vided a controlled by-pass valve comprising a by-pass valve casing 5 and a needle valve 6 the end of the casing 5, which extends into the passage 2 being provided with a port 5 and the lower side of the casing 5, beyond the housing member 2, being provided with a, side opening 5 The needle valve 6 is axiallyadjustable within the casing 5 for controlling the side of the dischargeport 5 In the wall of the housing member I is a plug 7, which plug is in alignment with. the needle valve 6. Removal of this plug permits adjustment of the needle valve for controlling thedischarge portiie, and thereby controlling the effective pressure upon the high and low. pressure switches A and B. The gears 3. anditof thegear pump have shafts 8, which extend throughand beyond one side of the lower portion or block of the housing member I. The gear pump is driven by a shaft. 9 which extends through the side wall of the housing member I and is connectedat its inner end by gears Ill and I I to one of the'shafts 8. Reversal of the gear II toone or the other of the shafts 3 permits the gear pump to be rotated in opposite directions, depending upon the available connection of the unit to the engine which it is adapted to control.

As shown, the shaft 9 is connected by a shaft l2 through bevel gears l3 to the engine M.

The control unit is designed to operate under various temperature conditions, and for this reason fluid with a fiat viscosity characteristic is employed so that it may be effectively used for temperatures considerably below zero and above the boiling point of water.

The high pressure switch, designated A, is enclosed in a casing 2|, which is connected by means of a pipe 22 to the passage 2 communicating with the high pressure side of the pump. Within the casing 2! is a diaphragm 23 which is under the influence of the fluid pressure within the passage 2. Within the casing is a switch mechanism which may be in the form of a microswitch' 24 having a flexible contact 25, which under normal conditions is separated from a stationary contact 26.

The engine it, iillustrated in Fig. l, is shown provided with the usual spark plug 27 which is shown energized by a source of energy such as a battery 28, this battery being connected by a wire 29 through various intermediate elements to the spark plug 21, and by a wire 30 to the ground. The contact 25 of the microswitch is connected by a wire 3i to the wire 29 of the ignition circuit, and the contact 26 is connected to the same ground, as above mentioned. Excessive predetermined pressure within the pump housing causes the diaphragm 23 to be expanded and the contact 25 to engage the contact 26, and thereby ground the ignition circuit of the engine and thus shut down the latter.

The low pressure switch B is designed so that it normally grounds the ignition circuit, but fluid pressure from the gear pump opens the contacts so that the engine ma operate freely. It is, however, designed so that rupture of the fluid pressure line will cause dropping of the fluid pressure so that the ignition circuit is also grounded, thereby shutting off the engine.

This low pressure switch is enclosed in a casing having a diaphragm 52 which is directly subject to the pressure in the passage 2 This diaphragm carries a contact 53 which is spring 7,

biased toward a stationary contact 54, and normally engages the same until separated by pressure from the pump. The contact 53 has an arm or plunger 55, which extends to the exterior of the casing 5| and is provided at its extended end with a spring arm 56. This spring arm is adapted to be distorted, as shown by dotted lines in Fig. 5, for separating the contacts 53 and 56 when starting the engine.

When the engine is started the spring arm 55 is unseated and the contacts 53 and 54 are held apart by the pressure of the pump. Rupture of the pressure line forces the contact 53 to engage the contact 54 by means of a spring 51. As shown, the contact 53 is connected to ground wire, and the contact 54 is connected by a wire 58 to the wire 29 of the ignition circuit.

Similar control mechanism, as described above, is applied for the control of the fuel line of an internal combustion engine, shown in the schematic view of Fig. 6. The ordinary internal combustion engine or diesel engine is controlled by a butterfly valve 0, a fuel rack D, and a fuel pump E. These are intended to be directly controlled by my control mechanism having a low pressure valve mechanism F and a high pressure or over-speed valve mechanism G. The low pressure valve mechanism F is enclosed in a casing 8! having chambers Si and fil separated by a wall Si having a normally closed valve 56. The valve (it is shown connected by a rod G5 to a diaphragm enclosed in a housing 6?. This housing is connected by a conductor 68 to the high pressure side of the pump, and normally acts upon the diaphragm to close the valve 6 against the action Of a spring 69. The conductor 58 is also connected by a conductor 70 to the chamber 6W, which is connected by a conductor H to a chamber 72 of a casing l2 oi the high pressure or over-speed valve mechanism G.

The casing 72 has chambers 72 '52", and 12, formed by transverse walls 12 and li Over ports in the partial walls 72 and 12. are operatively mounted valves 73 and it which are axially connected, one of the valves being open when the other is closed. At one end of the casing 12 is a diaphragm housing 15 in which is mounted a diaphragm 1'3 which is connected by a rod 76 to the valves '53 and Hi. These valves are so mounted that normal operating pressure of the pump allows the valve 73 to remain open and the valve 14 to remain closed over the ports of the respective walls, the valves being forced to assume such position by means of a spring 5?. It will be noted that the diaphragm housing 15 is connected by a conductor '18 with the high pressure side of the pump.

With the system as described and the pump operating at normal pressure, the valves 54 and it are closed and the valve I3 is open, allowing fluid pressure from the pump to pass through the conductor "it? into the chamber 65 through the conductor li, past the valve 13, into the chamber 12* and into conductors "i9, 8i, and 82, for operating, by means of pressure activated diaphragms, the control for the butterfly valve C, fuel rack D, and the fuel pump E.

The valves and 86 of the fuel rack control D and the pump E are held open during normal operation of the pump i against the action of the springs 8'! and 88, shown in Fig. 6, by fluid pressure in the lines 8! and 86. The butterfly valve C is normally latched in open position against the spring 85 by means of a latch device 99, in response to normal operating pressure in the line 82, the latch device being pivoted at 9 I.

When the pressure of the pump exceeds a predetermined high pressure, the condition of the valve E54 is not altered, but the valve '73 is closed and the valve '54 is opened. With the fluid pressure thus relieved in the line 19, the valves 85 and 85 are permitted to close under the action of the springs 31 and 88 so as to stall the engine. This permits the fluid under pressure from the conductors I9, 86, 8!, and 82, to return past the valve M through a conductor 83 connecting the chamber 12 with the chamber 61 and thence through a conductor at into the reservoir of the pump. With the pressure thus relieved, the spring 89 releases the latch 96 to allow the butterfly valve to close.

Rupture of the conductors of the control mech anism, or any of the conductors connected therewith, causes the valve M to become unseated and the fluid to return to the reservoir of the pump, or to neutralize both sides of the pump, and thereby render inoperative the valves of the engine.

I wish it to be understood that I do not desire to be limited to the exact details of construction shown and described, for obvious modifications will occur to a person skilled in the art. The

5, terms used herein are to be construed as-i-n'cluding control mechanisms for engines and motors in'general, and whethersuchcontrol mechanisms are valves-or switches.

I claim:

1 In a control" mechanism of the class de.- scribed for a. motor havingan electricioperatingcircuit, a pump adapted op'eratively to be connected to the: motor, the pump having a discharge and an inlet, a controlled by-p'ass for connecting the discharge to the inlet, and a liquid pressure controlled. switch connected to the discharge of the pump, said switch having spaced contacts arranged: to be connected: to the;- circuit, predetermined pressure at thev discharge sideof the pump on. theiswitch closing thev contacts to short the circuit of the motor.

2. In a control mechanism of the class", described fora motorhavingair-electric operating circuit, a pump adapted operatively to be connected to the motor; the pumphaving a discharge and; an inlet, a controlled by-passfor connecting the discharge totheinlet, and a liquid pressure controlled switch connected to the discharge of the pump, said switch having normally open contacts arranged to be connected to the circuit, predetermined pressure at the discharge side of the pump on the switch closing the contacts to short the circuit of the motor.

3. In a control mechanism of the class described for a motor having an electric operating circuit, a pump adapted operatively to be connected to the motor, the pump having a, discharge and an inlet, a controlled by-pass for connecting the discharge to the inlet, and a liquid pressure controlled switch connected to the discharge of the pump, said switch having normally closed contacts arranged to be connected to the circuit, pressure at the discharge side of the pump on the switch opening the contacts, and loss of pressure again closing the contacts to short the circuit of the motor.

4. In a control mechanism of the class described for an engine having an electric ignition circuit, a pump adapted operatively to be connected to the engine, the pump having a discharge and an inlet, a controlled by-pass for connecting the discharge to the inlet, and a liquid pressure controlled switch connected to the discharge of the pump, said switch having spaced contacts arranged to be connected to the circuit, predetermined pressure at the discharge side of the pump on the switch closing the contacts to short the circuit of the engine.

5. In a control mechanism of the class described for an engine having an electric operating circuit, a pump adapted operatively to be connected to the engine, the pump having a discharge and an inlet, a controlled by-pass for connecting the discharge to the inlet, and a liquid pressure controlled switch connected to the discharge of the pump, said switch having normally open contacts arranged to be connected to the circuit, predetermined pressure at the discharge side of the pump on the switch closing the contacts to short the circuit of the engine.

6. In a control mechanism of the class described for an engine having an electric operating circuit, a pump adapted operatively to be connected to the engine, the pump having a discharge and an inlet, a controlled by-pass for connecting the discharge to the inlet, and a liquid pressure controlled switch connected to the discharge of the pump, said switch having normally closed contacts arranged to be connected to the 6. circuit, pressure at the dischargeside ofthe pump on-tl'ieswitch. opening the contacts, and loss of pressure again closing the. contacts to short. the circuit'of the engine.

7.111 a control mechanism of the class de' scribed for a motor having an electric operating circuit, a pump adapted operatively to be con-- nectedto the motor, the pump having a dis-- charge and an inlet, a controlled by-pass for connecting the discharge to the inlet, and a pair" ofliquidpressure controlled switches connected to the discharge side of the pump, one switch having a setof normally open contacts and the other-having a set of normally closed contacts,

" the contacts of each switch being" arranged to be" connected to thecircuit, normal pressureat the discharge side: of the pump holding'both setsof contacts open, predetermined high pressure closing th'efirst set of contacts and predetermined low pressure closing the second set of contacts, closingof either set shorting the motor circuit; 8; In a control mechanism of the class described for an engine having an electric ignition circuit, a pump adapted operatively to be connected to the engine, the pump having a discharge and an inlet, a controlled icy-pass for connecting the discharge to the inlet, and a pair of liquid pressure controlled switches connected to the discharge side of the pump, one switch having a set of normally open contacts andthe other having a set of normally closed contacts, the contacts of each switch being arranged to be connected to the circuit, normal pressure at the dicharge side of the pump holding both sets of contacts open, predetermined high pressure closing the first set of contacts and predetermined low pressure closing the second set of contacts, closing of either set shorting the engine circuit.

9. In a control mechanism of'the class described for an engine, said engine having a source of fuel supply, a pump adapted operatively to be connected to the engine, the pump having a discharge and an inlet, a controlled by-pass for connecting the discharge to the inlet, a liquid pressure fuel-supply control means connected to the discharge side of the pump for controlling the engine, said means having normally separated control members to allow flow of fuel to said engine, predetermined high pressure from said pump to said means closing said members toward each other to prevent said flow and to shut off the engine.

10. In a control mechanism of the class described for an engine, a pump adapted operatively to be connected to the engine, the pump having a discharge and an inlet, a controlled by-pass for connecting the discharge to the inlet, a liquid pressure control means connected to the discharge side of the pump for controlling the engine, said means having normally closed control members for said engine, predetermined high pressure from said pump to said means opening said members to shut off the engine.

11. In a control mechanism of the class described for an engine having an electric operating circuit, a pump adapted operatively to be connected to the engine, the pump having a discharge and an inlet, a controlled by-pass for connecting the discharge to the inlet, and a pair of liquid pressure control means connected to the discharge side of the pump, one of the control means having normally open members and the other having normally closed members, normal pressure at the discharge side of the pump holding both sets of members open, predetermined high pressure from the pump to the means closing the first set of members and predetermined low pressure from the pump to the means closing the second set of members, closing of either set of members causing shutting down of the engine.

12. In a control mechanism for an engine: a pump operatively connected to the engine to be driven thereby, means defining a closed fluid system through which fluid is circulated by said pump, said system being independent of the lubrieating system of the engine and extending from the discharge side of the pump to the inlet side thereof, means defining a set, restricted orifice in said system, the portion of the system between thedischarge side of the pump and said orifice constituting a high pressure chamber and the portion of the system between the orifice and the inlet side of the pump being a low pressure chamber, fluid-pressure-actuated control means in fluid communication with said high pressure chamber, said control means having control members operatively connected to the engine and relatively movable toward and away from each other, said control members being normally maintained in spaced relationship in response to Number a predetermined normal range of pressures in said pressure chamber as efiected by the engine- REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Name Date 1,068,945 Taylor July 29, 1913 1,107,232 Nichols et a1 Aug. 11, 1914 1,285,819 Smith Nov. 26, 1918 2,260,576 Maybach Oct. 28, 1941 2,356,679 Mallory Aug. 22, 1944 2,369,397 Kostenick Feb. 13, 1945 2,527,354 Christian Oct. 24, 1950 

